Mercury stabilizer for aeroplanes, airships, and other aircraft



M. A. MAZADE MERCURY S'TABILIZER FOR AEROPLAES, AIRSHIPS, AND OTHER AIRCRAFT Sept. 14 1926.

5 Sheets--Shee'tl l Filed Sept. 30, 1924 Y Kw Ws! Sept. 14 1926.

y M. A. MAZADE MERCURY STABILIZRR RoR ARRoPLANRs, AIRsRIRs, AND OTHER AIRCRAFT l Filed Sept. 30, 1924 ys sheets-sheet 2 F' .6 j 1g Sept. 14 1926. 1,600,121

M. A. MAZADE MERCURY STABILIZER FOR AEROPLANES, AIRSHIPS, AND OTHER AIRCRAFT Filed Sept. 30, 1924 I5 Sheets-Sheet 5 i 20l v 25 Fig@ Patented Sept. 14, 1926.

.UNITED STATES PATENT oFFicE.

MAURICE ALEXANDRE MAzAnn, or PARIS, FRANCE.

nanowar s'rAniLxzna ron Anaormnas. aiasmrs, AND oraria AmcnAm.

i Application led September 30, 1924, Serial 1Y0. 740,816, and in France October A11, 1923.-

' or like causes, will provide for electric contacts required for the operation of relays,

servomotors or like devices on board which operate the control devices of the aeroplane and thus restore the equilibrium.'

- But in the known apparatus, the displacements of the mercury level are due not only to the above-mentioned causes, and in fact the sudden variationsin speed as well as thejarring of the engine are found to occasion unduly rapid displacements of the mercury column and the splashing of drops of mercur thus unduly and uselessly o eratin'g t e controls of the aeroplane, w vich is 'prejudicial for the stability of the latter.v

hepresent invention relates to an iinproved form of stabilizer which permits of regulating at will the movements of the mercury due to the accelerations, and which counteracts the movements of' interference occasioned by the jarring of the engine or by shocksfrom any cause. The said apparatus is chiefly characterized in that it comprises restricted or'throttled portions (nozzles or needle-valves) preferably of an adjustable cross section and which allow .of

adjusting the velocity of How of the liquid, thus enabling the regulation of the oscillation period of the mercury column and to bring it into a suitable relation to the proper period o f oscillation of the'aircraft to be stabilized. 1 The device is mounted at either end 4of the mercury tube and the mercury is covered with a non-conducting liquid 'such as petroleum, and in thismanner Iobtain the brakingofI the oscillations of the liquid even when the mercury doesnot occuipy the said restricted portions, the electric terminals being referably mounted at the same level Llis .the atter'.

The appended drawings vshow by wayr of example Various embodiments of the device according to the invention. Q

Fig. 1 is a front viewpof'a stabilizer according to the invention, the portion of the apparatus containing the mercury being s own in section..- Fig. 2 is a section -on a larger scale showi/'ng the arrangement of each end of the mercury tube. t A

Fig. 3 shows a practical construction of the device shown in Figs. 1 and 2, only one branch of the mercury tube being represented.

Fig. 4 is a modification in which the electric terminals are entirely separate from the device used for braking the mercury column.

Fig. 5 shows another modification.

Fi 6 shows another arrangement in whic the merciry is braked by the air or the fluid situated above the mercury in each I branch` of the U tube, and

Fig. 7` shows another arrangement in whichA the mercury is braked in both l branches by the same means.

In the construction shown in the drawing, at each end of the U tube, made of an insulating substance such as glass, fibre or the like, which contains the mercury 1 or other liquid conductor, is mounted a metallic element 2 provided with a duct 3 of small cross section which throttles the passage of the liquid and forms a nozzle. Each element 2 forms an electrode to which is connected a wire 4 leading to a servo-motor, relay, 'or like apparatus on board, whichy is capable of operating the controlsof the aeroplane. The .circuit is completed by anV electrode 23 passing through the lower part of the'v tube 1 andv secured to a sleeve 23b fastened to the tube 1 in a suitable manner. A wire 4 leads to a third terminal of the servpvn'iotor.-

The branches of the tube 1 are 'eitended above the throttled portion 3 by means cfa cap 5 provided with apertures 6 which are more or less closed by an adjustable lneedle valve 7 said apertures allowing atmos heric ioo `- quantity of insulating liquid 8, for example petroleum, which partly fills the said nozzles and thus ensures the braking of the motion 'of 'theliquidV column even-before the mercury enters the restricted portion 3.

It is evident that if the liquid tends to move suddenly-in the tube in virtue bof the eieet's of inertia and acceleration, or tothe larring of the engine, such motion will be raked very rapidly, since the liquid is obliged to flow through the conduits 3. The braking effect can be further increased by closing the upper part of the chamber 9 by means of the needle valve 7, for theair contained in the chamber 9 will now serve as an' air cushion.

AShould the aeroplane become inclined, the tube l secured thertowill also take an inclined position, and the mercury will rise in one branch and descend in the other. -The aeroplane assumes the inclined position in a progressive manner, so that the motion will` suffer little or no delay from the effect of the throttled portions 3. At a `given moment, the mercury will enter .into contact with the lower part of one of the elements 2, thus closing'- the circuit, and the apparatus which are suitably branched upon the corresponding line 4, 4 will now operate the controls in theproper direction for restoring the equilibrium of the aeroplane.

It will be noted that the shapeiof the lower part of the element 2 as shown in the drawing will prevent any particles mercury fromremaining by capillarity against the said element when the inclinationy becomes normal, and in particular, it is observed that the annular space 10 will in all cases contain nothing but petroleum.

Obviously, instead of pheric pressure through the apertures 6, the latter may be connected by suitable conduits to a Venturi tube suitably disposed, so that the vacuum thus formed will prevail above vupon the Amercury column by the variationsA the liquid. The sudden Aeiects produced in the lvacuum will also be braked by the device. One may determine by experiment the Amost suitable diameter of the apertures 3,

Vin order to provide the adequate braking of themotion ,of the liquid column of the apparatus mounted upon a lgiven type of aeroplane.

In Fig. 3, the tube 1 is mountedin a known manner upon a movable disc 13. Upon the end of the tube is disposed a socket 14 formed withvan inner chamber lopening into the atmosphere atl its upper part. The bottom of said chamber 15 is provided with a conical seat 22a adapted to cooperate with a needle valve 22. Below the bottom of the chamber 15 is a cylindrical recess 1b for9 .receiving the end ofthe ltube 1 and a conical recess.17. '.lhe socket 14 is provided with an inner screw thread at its upper part and admitting the atmos-v Into the top vof the socket 14 is screwed a I nut 20 having secured thereto a tube 21 whose' lower end forms a-needle 22; the latter can be moved towards or from the conresponding seat which is formed by the aperture pierced inthe endof the socket 14. The electrode 23 extends through the nut 20 and tube 21 and its end is adjacent the surface a of the mercury, its position being adjusted by means' of the screw 24 secured to said conductor and co-operating with the nut 20. A.

'A tube 25 opens into the chamber 15 of the said socket 14 and may beconnccted with a suitable device producing a pressure ora vacuum, for example a Venturi or a Pitot tube, sol that the chamber 15 may be subjected to a pressure equal to, above or below atmospheric pressure, or to pressure variations correcting the movement of the mercury column.

-As set forth for the device shown in Figs. 1 and 2, I place above the mercury an insulating liquid such as petroleum, which reaches for instance the level b so that the needle valve 22 will be entirely submerged.

The operation is the same as described for the device shown in Figs.` 1 and 2'; the differences of level, or the oscillations of the mercury, to Whatever extent, and consequently, the oscillations of the covering liquid, being suitably damped, since the'inlsulating liquid must flow through the adjustable aperture which is more or less closed by the needle-valve-22. The velocity .of the motion of the mercury column will depend upon the output of the said aperture.

Fig. 4 shows a modificationof Fig. 3 in which the member 27 provided with the electric conductor 23 is separate from the socket or chamber 1,4 containing the needle valve 22, the socket being mounted upon a glass tube 26 forming'an extension of the mercury tube 1. Obviously, the insulating liquid covering the surface a of the mercury should reach approximately the level b in the chamber 15 in the socket 14 in order that the needle-valve shall be submerged.

In Figs. 3 and4 the needle-valves arel shown in the closed position, but it is obvious that the valves must 'be more or less opened according to the degree of braking to be obtained.

Fig. 5 shows a modified form of the device, wherein one branch of the tube 1 (to the left i`n the figure) is provided with the device as shown in Fig. 3, whilst the other,-

or right-hand branch, lias mounted thereon in a fluidtight manner a hollow element 28 carr ing the corres onding electrode 23; the yinterior of the tu e 1 communicates with the chamber 29 by means of the apertures 30 ierced in the member supporting the saidp electrode. Upon the element 28 is mounted a cock 31 adapted to close the conduit 32 and operated by the handle 33;. said cock may be replaced b. a needle-valve or by like closing means. ments of a similar nature may be employe to ,roduce the samel result. Y

.lie operation is as follows. The glass tube -1 Vwhichfeontains the mercury as far as the level a isplaced in the horizont'al position; one opens the cock 31, and the conduit 32 is connected with a device serving to produce a vacuum, vsuch as a suction apparatus, li e, thus creating a vacuum in the'chainber l29 whichdisplaces the mercury in the direction of the arrow 35. One thus obtains, for the horizontal position, a mercury column whereof the level is situated at al and a2; the weight of the portion of said column between a2 and a |is balanced by the action of the vacuum, but said portion is still -subcentrifugal force.

In practice the electrodes .may be disjected to the efects of' acceleration and 4of placed by any known adjusting means whereby they are so adjusted thattheir ends are at Vequal distances from both levels of the vmercury column, orl if the mercury tube is mounted. upon a positive control disc, this latter is suitably angularly displaced. T'his arrangement will afford a vertical clino-acoelerometer which will provide for a very sensitive registering of the downward accelerations.

If the whole device is accelerated downwardly, the portion a2-a of the mercury will rise by inertia inthe right hand part of "the tube 1 and will enter into contact with the conductor 23 secured to the element 28. But if on .the contrary the said device is given an upward acceleration, the effect ot the inertia of the. portion ag--a will be counteracted by the vacuum prevailing in the chamber 29 so that the stabilizer will be more responsive to upward than to downward accelerations of aircraft.

But if instead of producing a vacuum in: the chamber 29, the conduit 32 is connectedl with a device producing'a pressure, the con- -trary result will be obtained, and the stabilated at atmospheric pressure by opening the arious arrangea pump, a Venturi tube, or the,

Y ward accelerations.

As shown in Fig. 6, each branch 'of the mercury tube 1 has Iniountedtliereon a hollow element 39, analogous to the element 28.

lThe electricconductors 23 are respectively carried by perforated members 40; each clement 39 has formed therein a conduit 41 upon which is, di-sposed'a cock .42 control-led by the handle 43. No insulating liquid is disposed 'above -tlie mercury in this case,

and the damping of the oscillations ot the mercury in -the tube 1 is obtained'by adjusting thev closing position of the cocks 42 which offer more or less .resista-nce` to the flow of the air or gaseousl fluid' .situated above the mercury in each 'branch of tlie tube. T he rate of movement of the mercury under the eifect of the oscillations or shocks will depend upon'the flow-'section ot' the.

fluid. l

"It should be noted that by means of the conduits 41 one may produce (as Fig.v 53) leitherl a` pressure or a vacuum labove the mercury `in one or both branches .of the tube 1.

In Fig-7 the damping of" the ymercury is y eifected in either direction by a single ai'- rangement, and herein the two branches of. the mercury tube 1 comprise extensions 44 which are connected by a sleeve 45 provided y with a'screw needle 46 more or less closing the 'passage between the said extensions. Above the mercury is disposed aninsulating "liquid such as petroleum which entirely fills the apparatus', so that irrespectively of the direction of motion ofthe mercury, the inotionA Willl be damped bythe needle-valve 46 which will counteract the flow oi the insulating liquid in either direction.l The kdegree of damping obtained with the said needle-valve will depend upon the position of the saine within the sleeve 45.

It is obvious that various constructional modificationsfmay beobrought to the above described apparatus without departing from the scope of the invention; in particudar, the lmercury receptacle may be given another shape than that of a U tube, provided the mercury is enabler1 to move therein and to produce the same fi'ects as in the apparatus above described. The said appalratus adapted for vertical stef ing, may obviously be used. upon aeropl aies, airships and like aircraft, and gan be applied with equal facility to stabilizers andto other apparatus on fboard. l ,i

Having `iiow described my invention,r what I claim'as new and desire to secure by Letters Patent is:

1.l In a stabilizer for the control of the -inotion of ann'r craft the combination of a curved tube containing avconducting liquid lli'i lated.

2. In a stabilizer for the control of the motion of an aircraft the combination of a curved tube containing a conducting liquid and a nonconducting liquid above and 7covering said conducting liquid, conducting contact pieces carried by said tube above the normal level of said conducting liquid in each branch of said tube, and throttled parts of adjustable cross section provided on said tube abovesaid normal' level and ada ted to damp the motion of the noncondhcting liquid through the tube, whereby the oscillation periodv of thecolumn of conducting liquid may be regulated. y

3. In a stabilizer for the control of the motion of an aircraft the combination of a curved tube containing a conducting liquid covering said conducting 1iq,uid,con ducting Contactl pieces carried by said tube above the normal level of the liquid in each branch of said tube, throttled parts of adjustable -cross section provided on said tube above said normal level and adapted to damp the vmotion of the non-conducting liquid through .the tube and chambers into which said throttled parts are respectively opening and in communication with the exterior. v

4. In a stabilizer for the control of 'the motion of an aircraft the combination of a Curved tube containing a conducting liquid and a nonconducting liquid above and covering said conducting liquid, conducting cop- \tact pieces carried by said tube`above the normal level of Cthe liquid in eachfbranch of said tube, throttled pants of adjustable cross section, provided on said tube above Said normal level and adapted to damp the motion of the non-conductingliquid-through the tube, chambers into which said throttled parts are respectively openingiafmeaiis for producing within said chamb'rsa pressureV different from the atmospheric pressure and ducts of adjustable cross section connesting said chambers with said means.

5. In a stabilizer for-the control of the' motion of an aircraft the combination of a curved tube containing a conducting liquid and a nonconducting liquid above and covering said conducting liquid, conducting contact pieces carried bysaid tube above -the normal level of the liquidin each branch of said tube, plugs mounted at either ends of said tube, chambers. within said plugs, ducts of restricted cross section connecting said chambers with the interior of the tube and opening the osclllation period of the li uid column may be regulated and ducts 'o adjustable cross section connecting said chambers with the exterior.

6. In a stabilizer for the control of the motion of an aircraft the combination of a curved tube containing a conducting liquid and a nonconducting liquid above and covering said conducting liquid in each' branch of said tube, conductin contact pieces carried by said tube above t e normal level of lsaid conductin 1i uid, plugs mounted at either ends o sai tube, each plug having an extension protruding within the tube, said extension having Aits lower end above said normal level of the conducting liquid and leaving between its wall and the tu van annular space constantly filled with nonconducting fluid, chambers within 'said plugs, ducts of restricted cross section provided through said extensions of the plugs, and connectin said chambers with the interior of the tue, whereby the oscillation periodof the column of conducting liquid may be regulated. and a non-conducting liquid above 'and 7. In a stabilizer for the control of the motion of an aircraft the combination of a curved tube containing a conducting liquid and a non-conducting liquid above and covering said conducting liquid, lugs of conductmg material mounted at eit er ends of said tube and constituting terminals for the electric circuit of the stabilizer, chamberswithin said plugs,- ducts of restricted cross-section connecting said chambers with the interior of the tube and adapted to dam .the motion of the non-conductingl li ui .and opening above said normal evel whereby the oscillation of the period liquid Icolumn may be regu ated andducts .of adjustable cross section connecting said chambers with the exterior.

8. In a stabilizer for the control of the motion' of an aircraft the combination of a above said normal level whereby curved tube containing a conducting liquid the tube, an adjustable valve cooperating with said valve Seat, whereby the oscillation period of the liquid column may be regulated and ducts of adjustable cross section connecting saidl chambers with the exterior.

9. In a stabilizer for the control of the motion of an aircraft the combination'of a curved tube containing, conducting liquid and a non-conducting liquid above and covering said conducting liquid, conducting Contact pieces carried by said tube above the normal level of the liquid in each branch of said tube, extensions of said tube opening above said normallevel, plugs mounted res ectively on said extensions, -chambers wit iin said plugs and in communication with the exterior and ducts of restricted cross section connecting said chambers with the exterior of said extensions and of the tube, whereby the oscillation period of the liquid column may be regulated.

10. In a stabilizer for the control of the motion of an aircraft the combination of a curved tube containing a. conductngliquid and a non-conducting liquid above and covering said conducting liquid, conducting contact pieces carried by said tube above the normal level of the liquid in each branch lofsaid tube, throttled parts of adjustable cross section provided at either ends of said tube above said normal level and chambers into which said throttled parts are respectively opening, the pressure Within the chamber at one end of the tube being different from that in the chamber at the other end, whereby the oscillation period of the liquid column may be regulated and the responsitivity of the stabilizer varied at will.

In testimony whereof I have signed my name to this specification.

MAURICE ALEXANDRE MAZADE. i 

